|
| Ref. | Region | Vehicle type | Fleet size | Scale | Data type | Data avail. | Short summary |
|
| [68] | Artificial Sioux Falls Network | VTOL | 50–300 | U | Simulation data | No | The adoption of ODAM is strongly influenced by the potential travel time reduction. |
| [69] | U. S. and Europe | Personal air vehicle | N/A | U and R | N/A | N/A | It was found that, despite the dramatic technology innovation, several challenges still remain in the ultimate application of personal air vehicles, especially safety, infrastructure availability, and public acceptance. |
| [70] | Los Angeles | General | N/A | U | FAA 5010 database, etc. | No | Identified several critical operational constraints for ODAM services: noise and public acceptance, accessibility of takeoff and landing areas, interaction with air traffic control, ground infrastructure, and flight density; potential mitigation strategies against the first three key operational constraints were discussed. |
| [71] | 3 cities in the U. S. (Los Angeles, Boston, and Dallas) | General | N/A | U | Census data, consumer wealth data, etc. | No | With 32 reference missions within these three cities, it was found that the three most stringent constraints are noise acceptance, availability of takeoff and landing areas, and scalability of air traffic control. |
| [72] | Dallas-Fort Worth area | General | 115–225 flights | U | Field experiment/test data | No | It was found that helicopter routes and communication procedures in the current day can support near-term urban air mobility operations, but may not be scalable. |
| [73] | General | General | N/A | U | N/A | N/A | Several relevant factors regarding the integration of ODAM to the urban city transportation environment were discussed, such as ownership structure, adaptability of schedules, and demand drivers. |
| [74] | Munich, Germany | General | N/A | U | N/A | N/A | Preliminary results for the case study of Munich show that rents in all city centers increase, while the household’s average utility decreases. |
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